Things seem not to be going very well in terms of rail safety in Europe. On a short notice two accidents. This one happened on a single track line - trains should normally meet a the station mentioned - but for some reason not only that didn´t happen, and the local PTC/ATP system (I know some swiss lines use ERTMs, but I don't thik that's the case with this one, when that's not the case, an indigenous system, called ZUB is used), didn't prevent it. Results : one of the enginners is presumed dead, 35 people hurt, 5 seriousely.
Video :
watch?v=gxkRIgZSku0
In a 6 month perior it's the second serious accident in Switzerland
According with SBB's sources, the 'most privilieged hipotesis' for the accident is the fact of one of the engineers that did not obey a 'stop' or 'restrictive' indication.
Anyway, as in any european railway, Switzerland also uses some form of cab signal, actually there are 3 different systems ;
- Integra Signum a classic cab signal system dating back to 1933, wich works by magnetic means, with antennae next to track or on track axis (seems to be very similar to an american ATS type system). Wikipedia info : http://en.wikipedia.org/wiki/Swiss_railway_signalling
- The ZUB system, wich is a form of advanced cab signal with some PTC functions and complemnts Integra signum : http://de.wikipedia.org/wiki/ZUB_121
- ETCS/ETCS, wich presently is only installed in the Loetschberg 'base tunnel'
Report I read stated the only fatality was the engineer that was operating in compliance with the rules.
Never too old to have a happy childhood!
Here is more information on this crash. As surmised this is a lower density secondary line running from the small city of Payerne to a connection with the mainline at Palèzieux. The main passenger service is an hourly service from Payerne to Lausanne. In addition during the commuter rush hours there is an infill train making the service half-hourly in the direction of the commuter flow, weekdays only. So two additional trains to Lausanne in the morning and two from Lausanne to Payerne in the evening. The accident involved Train 12976 providing the hourly service to Lausanne, and Train 4049, the second and final commuter train bound for Payerne for the day. These two trains are scheduled to meet at Granges-Marnand every weekday, with Train 12976 scheduled to arrive at 18:42, and Train 4049 to arrive at 18:45. In the direction of Lausanne there is a signal at the Station throat controlling departure from any of the 4 station tracks. It it is protected with a Integra/Signum magnet which will apply the Emergency Brakes of any train passing the signal if it is Red (Stop). Train 12976 was in the station when the Driver (Lokführer) received the doors closed indication from the Conductor. The Driver accelerated away from the station against the signal indication, and without confirming that train 4049 was in the clear. The Driver of Train 12976 quickly realized his error and applied the Emergency Brakes, and then ran back into his train. The brakes on both trains were applied too late to prevent the crash. The collision happened just past the signal. Both trains were composed of NPZ trains, Train 12976 was composed of modernized RABe 562 number 29-35 950 running Motorcoach first, and Train 4049 composed of unmodernized RABe 560 213, running running Cab car first. The fatality was the Driver of Train 4049.
Today, August 5th, SBB announced that 1700 signals fitted with just Integra/Signum magnets, will be upfitted with Eurobalises transmitting EuroSignum, EuroZuB, and ETCS Lvl1LS codes at a cost of 50 million CHF. This includes both signals at Granges-Marnand. This would have prevented the accident as it happened.
Mario, in addition to the Lötschberg Base Tunnel, the Matstetten - Rothrist NBS between Bern and Olten, is fitted with ETCS 2. The Swiss intend that all routes will be equipped with either, ETCS 2 were it is justified by traffic volume, or ETCS 1LS where it is not. Eventually a Locomotive or Trainset will be able to travel over the entire Swiss standard gauge system with just ETCS equipment. The Swiss intended to have the major corridors equipped by 2017, and the rest of the system by the early 2020's.
beaulieuIt it is protected with a Integra/Signum magnet which will apply the Emergency Brakes of any train passing the signal if it is Red (Stop).
Inductive train stop, pretty much. 100+ year old technology. Reactive, not predictive, and once in a great while the perfect storm occurs.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
beaulieu Here is more information on this crash. As surmised this is a lower density secondary line running from the small city of Payerne to a connection with the mainline at Palèzieux. The main passenger service is an hourly service from Payerne to Lausanne. In addition during the commuter rush hours there is an infill train making the service half-hourly in the direction of the commuter flow, weekdays only. So two additional trains to Lausanne in the morning and two from Lausanne to Payerne in the evening. The accident involved Train 12976 providing the hourly service to Lausanne, and Train 4049, the second and final commuter train bound for Payerne for the day. These two trains are scheduled to meet at Granges-Marnand every weekday, with Train 12976 scheduled to arrive at 18:42, and Train 4049 to arrive at 18:45. In the direction of Lausanne there is a signal at the Station throat controlling departure from any of the 4 station tracks. It it is protected with a Integra/Signum magnet which will apply the Emergency Brakes of any train passing the signal if it is Red (Stop). Train 12976 was in the station when the Driver (Lokführer) received the doors closed indication from the Conductor. The Driver accelerated away from the station against the signal indication, and without confirming that train 4049 was in the clear. The Driver of Train 12976 quickly realized his error and applied the Emergency Brakes, and then ran back into his train. The brakes on both trains were applied too late to prevent the crash. The collision happened just past the signal. Both trains were composed of NPZ trains, Train 12976 was composed of modernized RABe 562 number 29-35 950 running Motorcoach first, and Train 4049 composed of unmodernized RABe 560 213, running running Cab car first. The fatality was the Driver of Train 4049. Today, August 5th, SBB announced that 1700 signals fitted with just Integra/Signum magnets, will be upfitted with Eurobalises transmitting EuroSignum, EuroZuB, and ETCS Lvl1LS codes at a cost of 50 million CHF. This includes both signals at Granges-Marnand. This would have prevented the accident as it happened. Mario, in addition to the Lötschberg Base Tunnel, the Matstetten - Rothrist NBS between Bern and Olten, is fitted with ETCS 2. The Swiss intend that all routes will be equipped with either, ETCS 2 were it is justified by traffic volume, or ETCS 1LS where it is not. Eventually a Locomotive or Trainset will be able to travel over the entire Swiss standard gauge system with just ETCS equipment. The Swiss intended to have the major corridors equipped by 2017, and the rest of the system by the early 2020's.
Interesting, it seems that Switzerland wishes to surpass Spain, presently the country having more kilometres of lines equipped with ETCS/ERTMS, totaling some 1800 Km/1100 Miles.
Anyway, at leat in this point it's quite similar to the accident in Spain : a cab signal sistem that only repetas signal aspects.
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